Trainline arrangement for cushion underframe with long travel characteristics



' July 3, 1962 K. .1. AUSTGEN 3,042,223 TRAINLINE ARRANGEMENT FORCUSHION UNDERFRAME WITH LONG TRAVEL CHARACTERISTICS Filed Nov.- '14,1960 4 Sheets-Sheet 1 INVENTOR. KENNETH J. AUSTGEN ATTO RNEYS .1 willJuly 3, 1962 K. J. AUSTGEN 3,042,223

TRAINLINE ARRANGEMENT FOR CUSHION UNDERFRAME WITH LONG TRAVELCHARACTERISTICS Filed Nov. 14, 1960 4 Sheets-$heet 2 I A a I I n I 8 m Ii I\ to: 3 72 a 5+ Q. l 00 O m Q o I L Q g I QI/ 3 Q I N I i\l I I I w'I I 5% I /I I I I :1- I I L i I INVENTOR.

KENNETH J. AUSTGEN A ToRrgYs July 3, 1962 2 K J. AUSTGEN 3,042,223

TRAINLINE ARRANGEMENT FOR CUSHION UNDERFRAME WITH LONG TRAVELCHARACTERISTICS Filed Nov. 14, 1960 4 Sheets-Sheet 3 N Q a c m s IINVENTOR. KE N N ETH J. AU S'ITGEN ATTO R N EYS July 3, 1962 K. J.AUSTGEN 3,042,223

TRAINLINE ARRANGEMENT FOR CUSHION UNDERFRAME WITH LONG TRAVELCHARACTERISTICS 4 Sheets-Sheet 4 Filed Nov. 14, 1960 INVENTOR. KENNETHJ. AUSTGEN ATTOR NEYS United States Patent ffice 3,042,223 Patented July3, 1962 3,042,223 TRAINLINE ARRANGEMENT FOR CUSHIGN UNDERFRAME WITH LONGTRAVEL CHAR- ACTERISTICS Kenneth J. Austgen, Griflith, Ind., assignor toPullman Incorporated, Chicago, 111., a corporation of Delaware FiledNov. 14, 1960, Ser. No. 68,992 6 Claims. (Cl. 213-1) My inventionrelates to cushion underframe railroad cars, and more particularly, to atrainline arrangement for cushion underframe cars having long travelcushioning characteristics in accordance with the teachings of thecopending application of William H. Peterson, Serial No. 856,963, filedDecember 3, 1959, now Patent No. 3,003,436 (the entire disclosure ofwhich is hereby incorporated herein by this reference).

Cushion underframe cars conventionally take the form. of a suitable carbody underframe arranged to define a guideway for a so-called draft andbuffing column, or sliding center sill, that extends the length of thecar and is slidably associated therewith. The draft gear and couplerapparatus of the car are applied to the ends of the column or slidingcenter sill, and a cushioning arrangement is employed between the columnor center sill and the underframe to cushion coupler impacts applied tothe column or sill during rail transit. An example of such carconstruction is shown in Meyer Patent 2,764,299, granted September 25,1956.

One of the problems in designing cushion underframe cars is in themounting of the car trainline that is required to operatively connectthe car brake apparatus with a source of operating fluid. The trainlineof each car must be arranged so that it extends the length of the carand is adapted for connection to the trainlines of other cars,regardless of their style or make. Heretofore, the trainline of cushionunderframe cars has either been applied to the car underframe, or to thedraft and but-ling column, with the brake equipment also being eitherentirely applied to either the underframe or the column, or to both.

When a trainline has heretofore been applied to or carried by thecolumn, it has been affixed to the exterior of the colunm, with flexibleconnections being made as required for attachment to equipment carriedby the underframe to the trainlinev This has necessitated theapplication of trainline piping in the scanty space available betweenthe column and the underframe sill, cross bearer, bolster and the likestructures that define the column guideway, which is further complicatedby the need for guide plates and the like to confine the column orsliding center sill against lateral movement.

These conventional arrangements may have been considered reasonablysatisfactory for cushion underframe cars having relatively short cushiontravels, but the 20 to 40 inch travel range contemplated by saidPeterson application raises special problems because of the largerelative movement between the car underframe and its draft and 'buflingcolumn or sliding center sill.

It is a principal object of this invention to provide a trainlinearrangement for cushion underframe cars that avoids the difliculties ofthe prior art by mounting the trainline within the confines of thecolumn.

In accordance with this invention, the trainline is secured to the draftand buffing column, or sliding center sill, and flexible connections areprovided to equipment carried by the underfra-me. The trainline isdisposed within the column along as much of its length as possible, thisbeing limited only by the need for draft gear and coupler equipment aswell as the column or center sill cushioning arrangement.

Further objects of the invention are to provide a trainline arrangementfor cushion underframe cars that may be readily adapted for use on suchcars regardless of the length of travel of the car draft and buffingcolumn, to simplify and facilitate the application of trainlines to allrailroad cars in general, and to provide a long travel cushionunderframe arrangement that is economical of manufacture and assembly,efilcient in use, and capable of easy and inexpensive application toexisting car arrangements.

Other objects, uses and advantages will be obvious or become apparentfrom a consideration of the following drawings and the detaileddescription.

In the drawings:

FIGURE 1 is a diagrammatic plan View of somewhat in excess of /2 of acushion underframe arrangement, diagrammatically illustrating theapplication of the trainline in accordance with this invention;

FIGURE 2 is an enlarged fragmental plan view of the connection betweenthe trainline and the angle cock at each end of the car;

FIGURE 3 is a diagrammatic perspective view of a bracket employed tosupport the angle cock of the car of this invention;

FIGURES 4, 5 and 6 are diagrammatic vertical sectional viewssubstantially along lines 4--4, 5-5 and 6-6 of FIGURE 1;

FIGURE 7 is a diagrammatic fragmental perspective view illustrating thecushioning arrangement employed in connection with the car of thisinvention and the association of the trainline therewith, parts beingbroken away to better illustrate the structural details involved;

FIGURE 7a is a fragmental perspective view illustrating a modified wayof supporting the trainline within the draft column; and

FIGURES 8 and 9 are diagrammatic perspective views, in section,illustrating one embodiment of the specific long travel cushioningdevice that may be used in connection with the car structure shown inthis application to practice the invention of said Peterson application,showing said device in extended and contracted positions, respectively.

However, it is to be understood that the specific illustrations of thedrawings are for purposes of complying ith 35 U.S.C. 112 as theinvention is susceptible of other embodiments, as will be apparent tothose skilled in the art.

General Description Reference numeral 10 of FIGURE 1 generally indicatesa cushion underframe structure arranged in accordance with thisinvention. The underframe structure 10, which is shown largely indiagrammatic form, comprises underframe 11 made up of sills 12 andcenter sills 14 rigidly united together by appropriate bolsterstructures 16 and cross bearer structures 18. The ends of the side sillsand the center sills are joined together by an appropriate end sillstructure 20.

The customary floor beams, stringers, flooring, as well as the remainderof the car structure are omitted to facilitate illustration. The carunderframe structure 10 is customarily operatively connected to a truck22 at each end thereof, only one being shown in outline form in FIGURE1.

I The underframe structure 10 is formed to define a guideway 24 (seeFIGURES 4-7) for draft and buifing column 26, which extends the lengthof the underframe structure 10 and protrudes from the ends thereofsubstantially as indicated in FIGURE 1.

As indicated in FIGURES 4-6, the draft and bufiing column 26 rests onappropriate wear plate structures 30, 32 and 34 at the underframe endsill, bolsters and cross bearers, respectively, and the lateral movementof the draft and bufling column with respect to the underframe structureis restrained by the respective guide -structures 36, 38 and 40indicated in the drawing figures.

The underframe 1t and the draft and buffing column 26 have associatedtherewith a hydraulic cushion device 42 (see FIGURE 7) mounted in acushion pocket 44 defined by spaced upper and lower pairs of lugs 46aflixed within the draft and bufling column.

The cushioning device 42 illustrated includes follower members 4-8 and50 which bear against the respective lugs 46 as well as stop members 52that are fixedly secured to the underframe center sills 14 and extendthrough the draft and buffing column 26 between the upper and lowerpairs of lugs 46 at each end of the cushion pocket 44.

The cushioning arrangement is such that a cushion travel in the range of2040 inches is provided when coupler impacts are applied to the ends ofthe draft and bulfing column. This is in accordance with the teachingsof said Peterson application.

' In accordance with this invention, the underframe structure 10 isprovided with a trainline generally indicated by reference numeral 60,which is applied to a substantial degree within the confines of thenatural housing defined by the draft and buffing column 26. Thus, thetrainline comprises two end sections 62 (see FIG- URES l and 7), amedian section 64, and flexible sections '66 which connect the endsections 62 of the trainline with the median section 64. As indicated inFIG- URE 1, the end section 62 of trainline 60 at each end of the car issecured to one of the outer laterally extending flanges of the draft andbuffing column along the length 72 of the column that forms the housingfor the draft gear and coupler apparatus. The trainline section 62 thenenters the interior of the draft and buffing column through anappropriate opening 74 (see FIGURE 1) formed in the adjacent column sidewall 76 and the remainder of this section extends within the hollowcenter of the draft and bufling column. In the arrangement illustrated,the trainline section 62 of each end of the car extends to a pointadjacent the cushion pocket 44 where it thereupon projects through anappropriate opening formed in a wall 76 of the column and through anelongated slot 80 formed in the adjacent underframe center sill 14 forconnection with the adjacent flexible trainline section 66.

The trainline sections 62 at each end of the car are identical, thoughat the end of the car not illustrated in FIGURE 1, the section 62 isapplied to the opposite column flange 70 so that the usual connectionbetween adjacent cars can be made in making up a train. Thus, theremainder of the underframe structure not shown in FIGURE 1 is similarto that end which is shown, though the section 62 is applied to theopposite side of column 26 along the unillustrated length 72 thereof.

The median trainline section 64 is connected in any suitable manner tothe usual brake equipment carried by a car such as AB valve 82, the airbrake cylinder 84, and other well known pieces of apparatus that are notshown in the drawings. Inasmuch as the end sections 62 of the trainlineconnect with still other portions of the trainline on the car, as willhereinafter be described, it is convenient at times to refer to themedian section 64 as a median portion of the trainline that is flankedby end or flanking sections or portions 62 of the trainline.

When the car embodying underframe structure 10 is in use, and couplerimpacts occur, for instance, in the direction of the arrow 86 in FIGURESl and 9, the draft and butfing column or sliding center sill 26 movesunder the impetus of the impact agaist one end of the hydraulic deviceto move the latter from its extended position of FIGURE 8 to itscontracted position of FIGURE 9. As the device moves to its contractedposition, hydraulic liquid is forced through orifices to dissipate inthe form of heat substantially all the energy that is involved in theso-called impact effect when a car impacts against, or is impacted by,one or more of the cars; the cushion also adds to or subtracts from theunderframe, body, and lading carried thereby the energy of the impactthat is to be acquired or lost from the car (as kinetic energy) as aresult of the impact (depending upon the condition of impact).

When the condition of impact is that indicated by arrow 86, this forcesthe right hand pairs of lugs 46 (in the showing of FIGURES l and 7)aganist the hydraulic device follower 5%, which presses the cushionagainst the left hand stop member 52; this is diagrammaticallyillustrated in FIGURE 9, though the structure there shown is viewed fromthe opposite side of the car. Due to the inertia of the car structureand its lading, the initial velocity of the underframe and body carriedthereby as well as the lading is initially unaffected by the impact, butthe pressure of the hydraulic device follower 48 acting on is associatedstop member 52 gradually transfers the kinetic energy of the impact tothe underframe and car body and lading carried thereby. The cushiondevice in so acting closes until its parts per se have the operativerelation indicated by FIGURE 9, at which time, the underframe, car bodyand lading have the ultimate velocity dictated by the Law ofConservation of Momentum for Inelastic Bodies.

After the impetus of an impact has been dissipated, and the kineticenergy involved in the impact has been trans ferred to the car body andits lading through the cushioning device, the springs 90 acting intandem on the followers 50 and 52 restore the draft and buffing columnand underframe to their normal positions indicated in FIG- URE 1.

Vvhen the direction of impact is in the opposite direction, thefunctioning of the hydraulic device 42 is the same, though the forcesinvolved act in the opposite direction.

Since the draft and butfing column 26 is moving longitudinally of theunderframe during the period that the cushion device is performing itsfunction in dissipating coupler impacts, the trainline 60 must bearranged to accommodate this movement and accordingly the trainlinesections 62 will move to one of the extreme positions indicated by thedashed line showings in FIGURE 1 (depending on the direction of impact),this being permitted by the application of flexible sections 60.

As shown in FIGURES l and 7, the flexible sections 66 are eachpreferably provided with a guide or wear sleeve 92, which rests on asupporting plate or platform 94 that is secured in any suitable mannerto the underframe structure 10, and this arrangement provides thenecessary guiding action on the respective flexible sections 66 withoutcausing undue wear on the conduits forming the respective sections 66.

Another aspect of this invention is that the angle cock structurenormally forming the end of car trainlines is affixed to the coupler bybracket 102, and a flexible conduit 104 is connected between the anglecock structure 100 and the trainline section 62. In the form shown,conduit 104 is arranged in the form of an open loop and is connected tothe respective trainline sections 62 and angle cock structures bysuitable swivel joint couplings 16 6.

The advantages of mounting a substantial portion of the trainline withinthe hollow center of the draft and buffing column will now be apparentto those skilled in the art. Formerly, trainlines that were secured tothe draft and bufling column were applied to the space 198 (see FIGURES4-7) on either side of the draft and bufling column, which necessarilyhas made it very diflicult to mount the trainline in place due to thepresence of the underlying bolster, cross bearer, and end sillstructures as well as the necessary draft column guide and supportingstructures, such as those indicated at 30, 32, 34, 36, 38 and 40 ofFIGURES 46. Since the column 26 is channelshaped in cross section, andsince the size and shape of its section provides it with a relativelylarge open center, it is relatively easy to slip the trainline segmentsup into the hollow center of the column and mount same in place, whichis to be contrasted with former procedures that require the trainlinesegments to he slid lengthwise into place along the restricted spaces103. And, of course, the draft and buffing column serves as a naturalhousing for the trainline and protects it from relatively moving parts.

Specific Description The structure of the cushion underframe per se towhich this invention may be applied is largely optional, although thatdiagrammatically illustrated has been found to be well suited forpurposes of the invention.

In the form shown, the underframe center sills 14 are in the form of 2members 1510 having upper and lower flanges 111 and 112. The end sills20, which may comprise suitable angle members 113 are fixed in anysuitable manner, as by welding, to the center sill flanges 111. Thelower flanges 112 at the ends of the center sills are fixed together inthe desired spaced relation by a suitable tie arrangement such as thatindicated at 114 in FIGURE 4, which comprises angle members 115 aflixedto spacer plates 116 that are in turn aflixed to the flanges 112,respectively, as by welding, with a channel member 117 being aflixedbetween the respective angle members '115. The supporting structures 30for the draft and buffing column are aflixed to the horizontal flanges118 of said angle members 115. The center sills at the end of the carsmay be provided with suitable strengthening webs 119.

The side sills 12 of the underframe may have any suitable section, thoseshown having the angle shape indicated in FIGURE 5.

The bolster structures 16 (see FIGURE 5) comprise bolster members 122 oneither side of the center sills 14 and aflixed thereto, with respectivebolster members carrying conventional side bearings 121 and comprisingspaced vertical webs 123 aflixed as by welding to a top cover plate 124and a bottom cover plate 125 (cover plate 124 extends the width of thecar). The webs 123 and the top and bottom plates 124 and 125 of thebolster members are respectively afiixed to the adjacent center sillbeams 110, as by welding; they are also atfixed to the respective sidesills 12 in any suitable manner.

The bolster structure 16 also includes a conventional center platestructure 126 that is aflixed between the lower flanges 112 of therespective center sills 14, in vertical alignment with the webs 123, andthis center plate structure cooperates in the customary manner with thecorre sponding center plate of the railroad car truck bolster. Thestructure 126 may carry a conventional center filler structure 127,including sleeve 128 and supporting and strengthening webs 129, allwelded together to form a rigid unitary arrangement for receiving thecustomary kingpin that pivotally connects the trucks to the bolsterstructures 16. In the form illustrated, the wear plate structures 32 arecarried by the center plate structure 126.

It will be noted that the trainline section 62 in the area of thebolster structure is affixed to the draft column wall 76 at a pointwhere it is elevated above the center fillerstructure 127 so that therewill be no interference between the two.

The cross bearer structures 18 (see FIGURE 6) take the form of crossbearer members 131 comprising a vertical web 132 aflixed between a topcover plate 133 and a bottom cover plate 184, all fixed between therespective center and side sills by welding.

In the embodiment illustrated, the center sills are rigidly affixedtogether across the guideway 24 by a tie plate 135 aflixed in place, asby welding.

Below the guideway at the cross bearers, the center sills are fixedtogether by the channel section tie member 136, which thus definesdepending flanges 138 and hori- 6 zontal web 139, the latter being fixedto spacers 140 that are in turn affixed to the respective center sillflanges 112, all as by welding. Tie member 136 fixedly carries the wearplate structures 34 on which the draft column 26 rides.

The car underframe 11 may include suitable stringers 142 (FIGURES 5 and6) and floor beams 143 (FIGURE 7) to provide a suitable support forflooring 144. In the embodiment illustrated, the underframe 11 is shownprovided with body side sills 145 which are conventionally associated inany suitable manner with the remainder of the car body that is to becarried on underframe 10.

The respective guide structures 36, 38 and 40 may take the form of anglemembers 146 extending longitudinally of the guideway and welded to theinner surfaces of the vertical webs of the center sill beams 110; theymay be reinforced by appropriate Webs 147 and carry suitable wear plates149 for cooperation with similar wear plates 148 of the column 26.

The draft and bufling column generally comprises a pair of 2 members 150welded together as at 151 to form the well known type of Z-26 section,which as clearly incidated in FIGURES 4-6, is of inverted channel-shapedconfiguration defining an open bottom 152. At each end of the draft andbuffing column, the draft gear and coupler apparatus are applied in theconventional manner to form the draft connections with adjacent cars. Inthe embodiment illustrated, the draft gear pocket is defined byappropriate lugs 155 (see FIGURE 1) strengthened by reinforcing webs156, with the draft gear (not shown) being applied between the lugs 155.Coupler 157, which is shown only in outline form, is then connected tothe draft gear through the usual yoke arrangement (not shown) andextends out through the end of the draft column. As usual, column 26terminates in appropriate striker 153.

The conduit sections 62 each generally comprise appropriate lengths ofpiping secured together in any suitable manner, as by employingappropriate couplings 160. In the area of the draft gear and couplerapparatus, the section 62 is afiixed above the flange 70 (at theelevation suggested by FIGURE 4) by securing same to laterallyprojecting plates 162 with U bolts 163 (see FIGURES 1 and 2). In thearea of the bolster structure (see FIG- URE 5), the trainline section 62is aflixed to the interior of the draft column by passing same throughan angle member 164 that is in turn welded to the internal surface ofwall 76; an appropriate U bolt 165 is applied to the lower flange 166 ofthe angle member 164 to firmly affix the trainline in place.

Between the bolster structures 16 and the point in the draft column atwhich the section 62 emerges for connection to flexible conduit 66, thetrainline section 62 is secured, as by appropriate bracket structures170 (see FIGURES 1 and 6), to angle members 171 forming reinforcingspacers for the draft and bufiing column. The angle members 171 areafiixed in place to dispose their flanges 172 in a vertical position,and bracket members 170 comprise a plate 173 welded to the upper edge ofthe respective flanges 172 and provide a mounting for U bolts .174 thatare employed to secure the trainline section in place.

Obviously, however, the supports for the trainline sections 62 may takeother forms; for instance, members 171 each may be replaced by member171a, channel shaped in section and disposed in inverted position, withthe trainline section 62 secured thereto by U bolt 174a (see FIGURE 7a).

At the point where the trainline emerges from the draft column intocenter sill slot 80, the trainline makes a 90 degree bend by virtue ofelbow 176, which is connected to a short length of rigid pipe 177 inturn connected to flexible section 66 by an appropriate coupling 178.The pipe length 177 in the form illustrated in afllxed to the wall 76 ofthe column by U bolt 179 (see FIGURE 1) applied to plate 17% welded tothe wall 76.

As already mentioned, the flexible trainline sections 66 connect therespective trainline sections 62 to the median trainline section 64. Theflexible sections 66 may be formed from any suitable material that willflex the amount of movement indicated without wear and the particulartype of connection employed between the sections 66 and 64 may be of anysuitable type.

The trainline sections 64 may be arranged in any suitable manner on theunderfrarne and connected with the brake apparatus in any appropriatemanner, such as that diagrammatically illustrated in the drawings.

The flexible connection between the trainline end and the angle cockstructure 100 of FIGURE 2 is especially adapted to accommodate themovement that the coupler will make laterally and longitudinally of thedraft and bufiing column. The swivable couplings 106 may be of anysuitable type, and preferably they are associated with elbows 180 thatare turned downwardly slightly to follow the natural downward bend ofthe open loop 104 under the action of gravity. The angle cock structure100 may be of any suitable type and is alfixed to the bracket structure102 by U bolt .181. Bracket structure 102 preferably comprises a plate182 formed with laterally directed flanges 183, 184 and 185. The anglecock structure is affixed to flange 185 by the U bolt 181, while thebracket structure 102 is affixed to the coupler by riveting the flanges183 and 184 to appropriate flanges affixed to the coupler as by welding.

As is conventional, a flexible air hose 187 is applied to the angle cockstructure provided with releasable coupling 186 for attachment to likecouplings of other cars, and chain 189 secured between the hose andbracket structure 102 supports hose 187 when its coupling isdisconnected from a mating coupling.

The plate or platform 94 for supporting the flexible section '66 may besecured in place in any suitable manner, as by being welded between anadjacent cross bearer structure 18 and overlying stringers or floorbeams or any other suitable underframe structure. In the formillustrated, the platform 94 is provided with an upstanding arm or arms188 for this purpose.

The lugs 46 of the draft and bufling column that are associated with thehydraulic cushion 42 generally comprise spaced plates 190 arranged intwo pair at the upper corners of the draft and buffing column and twofurther pair afiixed symmetrically below in the manner suggested byFIGURE 9. The upper plates 190 at each end of the cushion are affixed toangle members 192 that are in turn welded across the upper corners ofthe draft and buffing column while the lower members 190 are affixed tothe channel-shaped reinforcement members 194 that are welded to thesides 76 of the draft and buffing column.

The stop members 52 are in the form of removable bar-like keys 196 thatare received in complementarily shaped openings 197 formed in the centersills 14 and are held against withdrawal by appropriate pins applied toholes 198. The stop members 52 abut against stop plates 199 atfixed tothe internal surfaces of the sill members 14 and reinforced bystrengthening webs 200.

The draft and bufling column is formed with slots 26a to accommodate therelative movement between the draft and buffing column and the stopmembers 52.

The hydraulic cushion device 42 is preferably that described in thecopending application of William H. Peterson, Serial No. 782,786, filedDecember 24, 1958, the entire disclosure of which is hereby incorporatedherein by this reference. The device 42 is a dissipative energy systemtype constant force travel long travel cushioning mechanism arranged totransfer and dissipate substantially all kinetic energy imposed upon thecenter sill or draft and butting column 26 by draft and buff forcesapplied to the car couplers (in excess of the minor amounts absorbed bythe draft gear and return springs of the device 42). This is to bedistinguished from conservative energy system type cushioning devicesthat merely store energy on impact and return in the form ofoscillations. As described in said Peterson application Serial No.856,963, the device 42 is a 100 percent elficient cushion travel devicemeaning that it transfers and dissipates the required energy withminimum travel and with no uncontrolled recoil.

By employing the long travel cushioning device 42, the time required forthe transfer of, for instance, the momentum of the striking car to astruck car (carrying the lading in question) is prolonged sufficientlyto achieve the benefits that are disclosed in said Peterson applicationSerial No. 856,963.

The device 42 generally comprises a tubular cylinder 20 1 in whichpiston head 202 is reciprocably mounted, tubular piston rod 203 afiixedto the piston head 202, an invaginating tubular member or boot 204connected between the tubular cylinder 201 and the tubular piston rod203, and the helical compression springs 90 that extend between thefollower members 48 and 50 of the tubular cylinder 20 1 and the tubularpiston rod 203 respectively, and a spring seat 205.

The follower 48, which forms a closure member for the tubular cylinder201, carries a metering pin 206 that is reciprocably received within thebore 207 of the tubular piston rod 203. The metering pin 206 preferablyis provided with a guide member 208 at its projecting end when thedevice of Peterson application Serial No. 782,786 is employed.

The internal surface 210 of tubular member 201 is formed in any suitablemanner as at 212 (see FIGURES 8 and 9) to receive three snap rings 214,216 and 218. The snap ring 214 serves as a stop for piston head 202 whenthe cushion device is in its extended position of FIGURE 8, while thesnap rings 216 and 218 hold in place a piston rod guide meber 220 towhich one end 222 of the invaginating boot or tubular member 204 issecured by a suitable clamp 224. The other end 226 of the boot ortubular member 204 is turned outside in, and is secured to the externalsurface 228 of the piston rod 203 by a suitable clamp 230.

The device 42 is charged with hydraulic liquid as described in saidcopending application Serial No. 782,786 to completely fill the spacedefined by the tubular cylinder 201, the tubular piston rod 203, and theinvaginating boot or tubular member 204. When in use, the device 42 hasthe normal positioning indicated in FIGURE 8, and in the illustratedarrangement, the device 42 engages the lugs 46 and stops 52 at both endsof cushion pocket 44, as previously described. When the draft andbufling column 26 receives a shock either in buff or draft, either thetubular member 201 will commence movement to the left of FIGURE 8 or thetubular piston rod 203 and piston head 202 will .commence movement tothe right of FIGURE 8, or possibly both movements may occur. In anyevent, as the device 42 retracts under the force being applied, themetering pin 206 displaces hydraulic liquid contained within the tubularpiston rod 203 and the piston head 202 causes a hydraulic liquid flowthrough its orifice 232 through which the metering pin 206 extends. Asshown, metering pin 206 is provided with a tapered surface 234 thatpreferably is designed to provide a constant force travel characteristicas the hydraulic cushion 42 contracts under the shock opposed on it;that is, the arrangement is such that for every unit of travel, thecushioning device provides a substantially constant cushioning effect.

As indicated in FIGURE 8, the oil flow then initiated is from thechamber 236 on the high pressure side of the piston head 202 through theorifice 232 and into the. bore 207 of tubular piston rod 203, thenceradially outwardly of the piston rod 203 through orifices or ports 238of the tubular piston rod 203. As the hydraulic liquid within thetubular piston rod is displaced by the metering pin 206, it likewisemoves through the ports 238, as indicated by the arrows in FIGURE 8.Metering pin guide member 208 is formed with relatively large apertures240 to permit a free flow of hydraulic liquid during movement of themetering pin.

' The hydraulic liquid flow through ports 238 is under relatively highvelocity and creates great turbulence in the chamber 242 that is formedby the space between the tubular piston rod guide member 220 and thepiston head 202. This great turbulence is caused at least in part by theradically directed flow of hydraulic liquid impinging directly againstthe inner surface 210 of tubular cylinder 62, and is responsible fordissipation of much of the kinetic energy of the hydraulic liquid in theform of heat.

As the contraction of the hydraulic cushion device 42 proceeds, the highpressure chamber 236 is reduced in volume by the advancement of thepiston head 202 toward the tubular cylinder closure member 48. Thehydraulic liquid passing through orifice 222 fills the chamber 242behind the piston head 202, while a volume of hydraulic liquidequivalent to that displaced by the total entry into the fluid chamberof the piston rod 203 passes through apertures 244 of guide member 220into the space 246 enclosed by the invaginating boot or tubular member204 which inflates or expands and rolls to the position suggested byFIGURE 9. The apertures 244 are relatively large in cross-sectional areawhich provides and permits the relatively large volume and consequentlylow pressure hydraulic liquid flow from chamber 242 to space 246. Thisavoids generation of any appreciable compressive force on the relativelyslender metering pin and prevents any possibility of it buckling.

After the shock has been fully dissipated, the compression springs 90,acting in tandem, return the hydraulic cushioning components to theinitial extended position of FIGURE 8. During this movement under theaction of the compression springs, the oil flow illustrated in FIGURE 8is reversed, and invaginating tubular member or boot 204 deflates andreturns to the position of FIGURE 8 thereby insuring that the hydraulicliquid displaced by the piston head 202 and piston rod 203 is restoredto its normal operative locations.

It will therefore be seen that not only is the device 42 composed of fewand simple components, and that all sliding or dynamic seals areeliminated, but a reliable long travel cushioning action is provided.Furthermore, all kinetic energy applied to the cushion device, with theexception of the small potential energy stored in the return springs 90,is either dissipated in the form of heat by the passing of the hydraulicliquid through orifice 232 and the turbulence in chamber 242, or istransferred as kinetic energy (positive or negative, depending on thecondition of impact) to the struck car with its load.

Reference may be had to said copending application Serial No. 782,786,for a more specific description of this unit. It may be added, however,that the tapering surface 234 of the metering pin 204 extends betweenpoints 250 and 252 (see FIGURE 8) and that the contour of taperedsurface 234 in the illustrated embodiment is designed from therelationship wherein A is the orifice area at any position X (see FIGURE8) along the total nominal stroke d (the length of the tapered surface234), and A is the initial orifice area defined by the orifice 222 atthe beginning of a stroke, in the case where a completely rigid body isbeing cushioned from impact. While in most cases and for a given carweight this assumption will result in a reasonably efficient design,small alterations can be readily made to this shape to give it a closerapproach to the optimum of constant force travel characteristic for agiven situation after a few experimental trials. However, the shapegiven by the above formula is the 10 best starting point. Furthermore,it is usually possible to obtain a reasonably eflicient design byapproximating the curved shape given by the above expression as bycalculating a series of spaced cross-sectional areas so determined bystraight tapers, if this facilitates manufacture. Moreover, the pincould be contoured so as to provide for the desired stroke of from about20 to 40 inches while having a reserve stroke which would give asubstantially higher force travel characteristic than that throughoutthe normal stroke, in order to protect against overloads or otherunusually severe condition. In fact there is no limit to thepossiblities of how the pin might be shaped to suit special situationsor the application of existing knowledge of this art. The orifice areasreferred to are the orifice areas of orifice 232 minus thecross-sectional area of the metering pin at any given position along thestroke of the metering pin.

The components of the unit 42 may be formed from any suitable materials,boot 204 being formed from suitable impervious, flexible, rubber-likematerial with special additives for low temperature flexibility andclamps 224 and 230 being of the type of clamp sold under the trademarkPunch-Lok, made and sold by the Punch-Lok Company of Chicago, Illinois.The unit 42 may be changed with the high viscosity index oil sold by theShell Oil Company under the trade designation Aeroshell No. 4, as thisoil desirably has a relatively small variation in viscosity between theextremes of minus 60 degrees F. and 150 degrees F.

The hydraulic liquid when the device 42 is in fully extended position isunder very little pressure, perhaps no more than 2 p.s.i., but eventhough the pressures in the high pressure chamber 236 may rise to asmuch as 8,000 p.s.i. as when the device is employed in railroad cars tocushion buff and draft forces, the maximum pressure within theinvaginating boot 204 (when fully inflated) is believed to be about 10p.s.i. Boot 204 stretches about percent when fully inflated. Units 42-can be designed for operating pressures up to the limit of the yieldstrength of cylinder 201 and the device of FIGURES 8 and 9' whenemployed as indicated, is capable of handling kinetic energy on theorder of a million foot pounds, depending, of course, on the specificdesign required for a specific purpose. Units 42 will thus easily handle15 mile per hour impacts when applied to, for instance, the railroad carstructure of FIGURES 1-7.

It will thus be seen that a cushion underframe specifically designed forpracticing the invention of said Peterson application Serial No. 856,963is provided.

The trainline arrangement illustrated makes use of the convenient hollowcenter of the cushioned underframe draft bufling column, which not onlyfacilitates mounting of the trainline, but protects it in service.

The flexible connection between the angle cock and the trainline endsassures the required coupler movement both laterally of the car andlongitudinally of the draft and bufllng column during service.

The foregoing description and the drawings are given merely to explainand illustrate my invention and the invention is not to be limitedthereto, except insofar as the appended claims are so limited, sincethose skilled in the art who have my disclosure before them will be ableto make modifications and variation therein without departing from thescope of the invention.

I claim:

1. In a railway car, the combination of a buff and draft columnextending longitudinally of the car, a coupler at each end of the carfor transmitting buff and draft forces to said column, transverselyspaced car body members receiving said column therebetween with saidcolumn being movable lengthwise relative to said car body members whensubjected to buff and draft forces, and a trainline extending from oneend of the car to the other, said trainline including a median portionrigidly mounted with respect to said car body members, flankingporapaaaes 1 1 tions mounted on and carried by said column, and aflexible conduit at each end of the medium portion connectedrespectively to the adjacent ends of said flanking portions of thetrainline for connecting all of said trainline portions in series.

2. A railway car as set forth in claim 1 in which a dissipative energytype cushioning device having a cushion stroke from about twenty inchesto about forty inches is operatively interposed between said column andsaid car body members for dissipating impact energy and transmittingresidual impact forces from the column to the car body members, andmeans for restraining downward deflection of said flexible conduits.

3. A railway car as set forth in claim 1 in which said buff and saiddraft column is hollow and in which substantial parts of said flankingportions of the trainline are mounted and carried within said hollowcolumn.

4. A railway car as set forth in claim 1 in which the inner portion ofeach flanking portion of the trainline is mounted within said column andthe outer portion of each flanking portion is mounted exteriorlythereof.

5. A railway car as set forth in claim 1 in which an angle cock ismounted on each coupler on a bracket extending laterally thereof and aflexible conduit connects each angle cock to the adjacent end of saidflanking portions of the trainline.

6. In a railway car, the combination of a hollow buff and draft columnextending longitudinally of the car, a coupler at each end of the carfor transmitting buff and draft forces to said column, transverselyspaced car body members receiving said column therebetween with saidcolumn being movable lengthwise relative to said car body members whensubjected to buff and draft forces, and a trainline extending from oneend of the car to the other, said trainline having a substantial portionthereof mounted within and carried by said hollow buff and draft column.

References Cited in the file of this patent UNITED STATES PATENTS953,458 Brown Mar. 29, 1910 1,804,509 Noffsinger May 12, 1931 2,092,915Bird :Sept. 14, 1937 2,247,677 Van Dorn July 1, 1941 2,302,129 Lee Nov.17, 1942 2,411,735 King Nov. 26, 1946 2,934,217 Simmons et al Apr. 26,1960 2,975,807 Waninger Mar. 21, 196 1

